U.S. patent number 6,729,633 [Application Number 09/893,593] was granted by the patent office on 2004-05-04 for steering knuckle centering adjuster.
This patent grant is currently assigned to Torque-Traction Technologies, Inc.. Invention is credited to Earl James Irwin.
United States Patent |
6,729,633 |
Irwin |
May 4, 2004 |
Steering knuckle centering adjuster
Abstract
A wheel end assembly in a steering beam axle for use in a motor
vehicle. The wheel end assembly comprises a tube yoke attached to
an axle tube defining an axle centerline, a steering knuckle
defining a steering knuckle centerline, a driving axle shaft
rotatably disposed in the axle tube, a live spindle rotatably
supported by the steering knuckle, a stub shaft extending through
the live spindle and rotatably coupled thereto, and a universal
joint connecting the driving axle shaft and the stub shaft. The
steering knuckle is pivotally coupled to the tube yoke through a
pair of vertically spaced swivel joints defining a steering axis.
The wheel end assembly further includes a knuckle centering
adjuster for adjusting the knuckle centerline by selectively moving
said steering knuckle relative to said tube yoke along said
steering axis in order to align the knuckle centerline to the axle
centerline.
Inventors: |
Irwin; Earl James (Wayne,
IN) |
Assignee: |
Torque-Traction Technologies,
Inc. (Holland, OH)
|
Family
ID: |
32177052 |
Appl.
No.: |
09/893,593 |
Filed: |
June 29, 2001 |
Current U.S.
Class: |
280/86.75;
280/86.751; 280/93.512 |
Current CPC
Class: |
B62D
17/00 (20130101); B60G 2200/422 (20130101); B60G
2200/44 (20130101); B60G 2200/4622 (20130101); B60G
2204/148 (20130101); B60G 2204/149 (20130101); B60G
2204/416 (20130101); B60G 2204/418 (20130101); B60G
2206/31 (20130101); B60G 2206/32 (20130101); B60G
2206/50 (20130101) |
Current International
Class: |
B62D
17/00 (20060101); B62D 017/00 () |
Field of
Search: |
;280/93.512,86.756,86.754,86.751,86.75 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Dickson; Paul N.
Assistant Examiner: Draper; Deanna
Attorney, Agent or Firm: Liniak, Berenato & White
Claims
What is claimed is:
1. A wheel end assembly in a motor vehicle, said assembly
comprising: a tube yoke attached to a distal end of an axle tube,
said axle tube defining an axle centerline; a steering knuckle
defining a steering knuckle centerline; said steering knuckle is
pivotally connected to said tube yoke through at least one swivel
joint assembly defining a steering axis; and a knuckle centering
adjuster interposed between said tube yoke and said knuckle for
adjusting a relative position of said steering knuckle with respect
to said tube yoke by selectively moving said steering knuckle
relative to said tube yoke along said steering axis in order to
align said knuckle centerline to said axle centerline.
2. The wheel end assembly as defined in claim 1, further
comprising: a driving axle shaft rotatably disposed in said axle
tube of said vehicle; a live spindle rotatably supported by said
steering knuckle; a stub shaft extending through said live spindle
and rotatably coupled thereto; a universal joint connecting said
driving axle shaft and said stub shaft.
3. The wheel end assembly as defined in claim 2, wherein said
universal joint is a Cardan joint.
4. The wheel end assembly as defined in claim 2, wherein said
universal joint is a constant velocity joint.
5. The wheel end assembly as defined in claim 1, wherein said tube
yoke has vertically spaced upper and lower arms each having a bore
formed therethrough; wherein said steering knuckle has an upper
flange disposed adjacent said upper arm of said tube yoke and a
lower flange disposed adjacent said lower arm of said tube yoke;
wherein each of said upper and lower flanges of said steering
knuckle has a bore formed therein; wherein said upper arm of said
tube yoke is pivotally connected to said upper flange of said
steering knuckle through an upper swivel joint assembly; and
wherein said lower arm of said tube yoke is pivotally connected to
said lower flange of said steering knuckle through a lower swivel
joint assembly.
6. The wheel end assembly as defined in claim 5, wherein one of
said upper swivel joint assembly and said lower swivel joint
assembly allows relative movement of said steering knuckle with
respect to said tube yoke.
7. The wheel end assembly as defined in claim 5, wherein said
knuckle centering adjuster comprises an adjusting sleeve adjustably
positioned in one of said bore in said lower flange of said
steering knuckle and said bore in said upper flange of said
steering knuckle for adjusting a relative position of said steering
knuckle with respect to said tube yoke by selectively moving said
steering knuckle relative to said tube yoke along said steering
axis in order to align said knuckle centerline to said axle
centerline.
8. The wheel end assembly as defined in claim 5, wherein said upper
swivel joint assembly allows relative movement of said steering
knuckle with respect to said tube yoke and said steering knuckle
centering adjuster comprises an adjusting sleeve adjustably
positioned in said bore in said lower flange of said steering
knuckle for adjusting a relative position of said steering knuckle
with respect to said tube yoke by selectively moving said steering
knuckle relative to said tube yoke along said steering axis in
order to align said knuckle centerline to said axle centerline.
9. The wheel end assembly as defined in claim 8, wherein said
adjusting sleeve has a substantially cylindrical outer peripheral
surface threadedly engaging said bore in said lower flange of said
steering knuckle.
10. The wheel end assembly as defined in claim 9, wherein said
adjusting sleeve positively engages a stud extending from said
lower swivel joint assembly, and wherein rotation of said adjusting
sleeve within said bore in said lower flange of said steering
knuckle causes said steering knuckle to move relative to said lower
swivel joint assembly along said steering axis thereby resulting in
an adjustment of said steering knuckle centerline.
11. A wheel end assembly in a steering beam axle assembly for use
in a motor vehicle, said assembly comprising: a tube yoke attached
to a distal end of an axle tube, said axle tube defining an axle
centerline, said tube yoke having vertically spaced upper and lower
arms each having a bore formed therethrough; a driving axle shaft
rotatably disposed in said axle tube of said vehicle; a steering
knuckle pivotally coupled to said tube yoke about a steering axis;
a live spindle rotatably supported by said steering knuckle; a stub
shaft extending through said live spindle and rotatably coupled
thereto; a universal joint connecting said driving axle shaft and
said stub shaft; said steering knuckle having an upper flange
disposed adjacent said upper arm of said tube yoke, a lower flange
disposed adjacent said lower arm of said tube yoke and a steering
knuckle pilot bore defining a steering knuckle centerline, wherein
each of said flanges includes a bore formed therein; said upper arm
of said tube yoke is pivotally connected to said upper flange of
said steering knuckle through an upper swivel joint assembly that
allows relative movement of said steering knuckle with respect to
said tube yoke; said lower arm of said tube yoke is pivotally
connected to said lower flange of said steering knuckle through a
lower swivel joint assembly; and a steering knuckle centering
adjuster including an adjusting sleeve threadedly positioned in
said bore in said lower flange of said steering knuckle for
adjusting a relative position of said steering knuckle with respect
to said tube yoke, wherein said adjusting sleeve positively engages
a stud extending from said lower swivel joint assembly, and wherein
rotation of said adjusting sleeve within said bore in said lower
flange of said steering knuckle causes said steering knuckle to
move relative to said lower swivel joint assembly along said
steering axis thereby resulting in an adjustment of said steering
knuckle centerline by aligning said steering knuckle centerline to
said axle centerline.
12. The wheel end assembly as defined in claim 11, wherein said
universal joint is a Cardan joint.
13. The wheel end assembly as defined in claim 11, wherein said
universal joint is a constant velocity joint.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates to wheel end assemblies for motor
vehicles, and more particularly to an arrangement for aligning a
centerline of a steering knuckle in a live spindle wheel end
assembly in a steering beam axle assembly for use in a motor
vehicle.
2. Description of the Prior Art
Motor vehicle wheel end assemblies may be divided into two general
categories--dead spindles and live spindles. The dead spindle wheel
end assemblies generally include a non-rotatable spindle extending
outward from a mounting member, such as a steering knuckle, which
is typically attached to a vehicle chassis. A wheel hub including a
wheel-mounting flange is supported for rotation on the spindle by
bearings. A wheel and tire assembly may then be attached to the
wheel-mounting flange so that the wheel is mounted coaxially with
the spindle and wheel hub.
Wheel end assemblies including a dead spindle can be used on a part
time four wheel drive vehicle that is free running when the driver
has selected two-wheel drive mode. The wheel end assembly receives
torque from a drive axle when the driver has selected four-wheel
drive mode, wherein a bore is formed through the spindle to accept
a drive axle that originates at a differential. The drive axle is
coupled to rotate with a first gear or member of a hub lock
mechanism and the wheel hub is coupled to rotate with a second gear
or member of the hub lock mechanism. The hub lock mechanism is
designed to selectively couple the drive axle to the wheel hub by
engaging the first hub lock member with the second hub lock member
thereby allowing the drive axle to transmit torque to the wheel hub
and ultimately to the vehicle wheel/tire assembly mounted thereon.
For a driving/steering axle, a constant velocity universal joint is
also provided between the differential and the wheel end
assembly.
The live spindle wheel end assemblies generally include a spindle,
which is supported for rotation by bearings within a bore formed in
a mounting member such as a steering knuckle, which is attached to
a vehicle chassis. A wheel mounting flange is formed in the spindle
or is attached thereto by welding or another suitable method. To
provide the live spindle wheel end assembly for use on a four wheel
drive vehicle that is free running when the driver has selected
two-wheel drive mode and that receives torque from a drive axle
when the driver has selected four-wheel drive mode, a bore is
formed through the spindle to accept a drive axle that originates
at a differential. The drive axle is coupled to rotate with a first
gear or member of a hub lock mechanism and the spindle is coupled
to rotate with a second gear or member of the hub lock mechanism.
The hub lock mechanism is designed to selectively couple the drive
axle to the spindle by engaging the first hub lock member with the
second hub lock member thereby allowing the drive axle to transmit
torque to the spindle, and ultimately to the vehicle wheel/tire
assembly. For a driving/steering axle, a universal joint, such as
constant velocity joint, must also be provided between the
differential and the wheel end assembly.
In general, the live spindle wheel end assemblies are supported for
rotation within the bore of the mounting member by bearing
assemblies including an inner race, an outer race, and a plurality
of rolling elements circumferentially spaced between the inner and
outer races. These bearing assemblies are typically slid onto the
outer surface of the spindle and held in place by a lock-nut or
another suitable retainer. However, it has been found that the
inner bearing race may be formed directly in the outer surface of
the spindle, thereby eliminating the need to provide a bearing
assembly including a separate inner bearing race. Such a bearing
assembly provides numerous advantages such as ease of assembly and
disassembly, ease of service, less unsprung vehicle weight, and
potentially lower cost. However, the use of these wheel end
assemblies having the inner bearing races formed directly on the
spindle has been limited to two-wheel drive applications. With the
increasing popularity of four-wheel drive vehicles, there has been
found a need to provide such a wheel end assembly that is capable
of receiving a hub lock mechanism to selectively drivingly couple a
drive axle to the spindle so that torque may be transmitted from
the drive axle through the spindle and to a road wheel mounted
thereon.
As well known to those skilled in the art, in order for the live
spindle wheel end assembly to operate properly (i.e., without
excessive load, friction and vibration), a centerline of the
steering knuckle, coinciding with an axis of rotation of the
spindle, has to be aligned with an axis of rotation of the drive
axle shaft. Steering knuckle centerline misalignment adversely
affects spindle bearings and universal joint durability and
performance, and generates unwanted vibration and noise. However,
existing designs of the live spindle wheel end assemblies do not
allow for adjustment (aligning) of the steering knuckle centerline
and the drive axle shaft axis of rotation. Currently, alignment of
the steering knuckle centerline and the drive axle shaft axis is
defined solely by the tolerance stack-up of the components of the
wheel end assembly.
Thus, there is a need for a live spindle wheel end assembly that
includes a steering knuckle centering adjuster for aligning a
centerline of a steering knuckle.
SUMMARY OF THE INVENTION
The present invention provides a novel arrangement of a wheel end
assembly in a steering beam axle for use in a motor vehicle. The
wheel end assembly in accordance with the present invention
comprises a tube yoke attached to an axle tube defining an axle
centerline, a steering knuckle defining a steering knuckle
centerline, a driving axle shaft rotatably disposed in the axle
tube, a live spindle rotatably supported by the steering knuckle, a
stub shaft extending through the live spindle and rotatably coupled
thereto, and a universal joint connecting the driving axle shaft
and the stub shaft. The steering knuckle is pivotally coupled to
the tube yoke through at least one swivel joint assembly defining a
steering axis.
Preferably, the tube yoke has vertically spaced upper and lower
arms, and the steering knuckle has an upper flange disposed
adjacent the upper arm of the tube yoke and a lower flange disposed
adjacent the lower arm of the tube yoke. The upper arm of the tube
yoke is pivotally connected to the upper flange of the steering
knuckle through an upper swivel joint assembly, while the lower arm
of the tube yoke is pivotally connected to the lower flange of the
steering knuckle through a lower swivel joint assembly.
The wheel end assembly further includes a knuckle centering
adjuster for adjusting the knuckle centerline by selectively moving
said steering knuckle relative to said tube yoke along said
steering axis in order to align the knuckle centerline to the axle
centerline. Preferably, the steering knuckle centering adjuster
includes an adjusting sleeve threadedly positioned in a bore in the
lower flange of the steering knuckle, wherein the adjusting sleeve
positively engages a stud extending from the lower swivel joint
assembly, and wherein rotation of the adjusting sleeve within the
bore in the lower flange of the steering knuckle causes the
steering knuckle to move relative to the lower swivel joint
assembly along the steering axis thereby resulting in an adjustment
of the steering knuckle centerline by aligning the steering knuckle
centerline to the axle centerline.
Therefore, the wheel end assembly with the steering knuckle
centering adjuster in accordance with the present invention
represents a novel arrangement of the wheel end assembly that
provides less vibration, and improves durability of spindle
bearings and universal joints over the current design.
BRIEF DESCRIPTION OF THE DRAWINGS
Other objects and advantages of the invention will become apparent
from a study of the following specification when viewed in light of
the accompanying drawings, wherein:
FIG. 1 shows a front steering beam axle of a four-wheel drive motor
vehicle;
FIG. 2 is a partial sectional view of a wheel end assembly of the
steering beam axle of the present invention;
FIG. 3 is a cross-sectional view of a tube yoke;
FIG. 4 is a cross-sectional view of a steering knuckle of the
present invention;
FIG. 5 is a partial sectional view of an upper swivel joint
assembly;
FIG. 6 shows a lower swivel joint assembly;
FIG. 7 is a perspective view of an adjusting sleeve in accordance
with the present invention;
FIG. 8 is a sectional view of the adjusting sleeve in accordance
with the present invention.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
The preferred embodiments of the present invention will now be
described with the reference to accompanying drawings.
Referring first to FIG. 1, the reference numeral 10 is employed to
designate a front steering axle assembly for driving front wheels
of a conventional front wheel drive (FWD) or four wheel drive (4WD)
automotive vehicle (not shown). The front axle assembly 10
comprises a conventional differential located in a central portion
of an axle housing 12, which includes opposite axle tubes 14a and
14b. These axle tubes 14a and 14b support through suitable spring
means 15a and 15b a front portion of the automotive vehicle. It is
understood that springs 15a and 15b are connected to a vehicle
frame or body (not shown) in a conventional manner well known to
those skilled in the art. Each of the axle tubes 14a and 14b is
hollow and supports an axle shaft 18, which is driven through the
differential housed in the axle housing 12.
Refering now to FIG. 2, the reference numeral 20 is employed to
designate a live spindle wheel end assembly utilized in the
steering axle assembly 10 of a part time four-wheel drive vehicle.
The wheel end assembly 20 comprises a tube yoke 22 pivotally
coupled to a steering knuckle 30 using upper and lower swivel joint
assemblies 26 and 28 respectively, such that the steering knuckle
30 may pivot about a steering axis A in response to steering forces
originated by a vehicle operator. The tube yoke 22 receives the
axle tubes 14a through a bore 23, and is welded or otherwise
fixedly secured to an outboard end of the axle tube 14a provided
with a stepped bore 16 that defines an axle centerline B coinciding
with an axis of rotation of the axle shaft 18.
The upper swivel joint assembly 26, such as spring-loaded socket
assembly, part # J/73/BJZ/2/A/111, manufactured by TRW Inc. of
Lyndhurst, Ohio, is provided with a tapered and threaded stud 27
extending therefrom. As illustrated in FIG. 5, the stud 27 of the
swivel joint assembly 26 has a tapered portion 27a and a threaded
portion 27b. More specifically, the stud 27 of the upper swivel
joint assembly 26 is biased by a coil spring 26b disposed inside a
housing 26a of the swivel joint assembly 26, as shown in FIG. 5.
This arrangement allows for a certain movement of the stud 27
within the housing 26a of the swivel joint assembly 26. It will be
appreciated that other appropriate spring means for biasing the
stud 27, besides the coil spring, are within the scope of the
present invention.
The lower swivel joint assembly 28, such as regular ball joint well
known in the art, is provided with a tapered and threaded stud 29
extending therefrom. As shown in FIG. 6, the stud 29 of the swivel
joint assembly 28 has a tapered portion 29a and a threaded portion
29b.
Furthermore, the tube yoke 22, as illustrated in details in FIG. 3,
includes an upper yoke arm 22.sub.U and a lower yoke arm 22.sub.L
originated at opposite sides of the bore 23 and traveling outward
therefrom to provide a distal end 24.sub.L of lower yoke arm
22.sub.L and a distal end 24.sub.U of upper yoke arm 22.sub.U in a
spaced apart relationship. The distal end 24.sub.U of upper yoke
arm 22.sub.U includes a bore 25.sub.U formed therethrough such that
the upper swivel joint assembly 26 may be received therein as is
well known in the art. Similarly, the distal end 24.sub.L of lower
yoke arm 22.sub.L includes a bore 25.sub.L formed therethrough such
that a lower swivel joint 28 assembly may be received therein as is
known in the art.
The steering knuckle 30, as illustrated in details in FIG. 4,
includes an upper knuckle flange 32.sub.U and a lower knuckle
flange 32.sub.L originated at opposite sides of a knuckle pilot
bore 34 defining a steering knuckle centerline C, and spaced apart
from one another. The upper knuckle flange 32.sub.U is disposed
adjacent the distal end 24.sub.U of upper yoke arm 22.sub.U, and
the lower knuckle flange 32.sub.L is disposed adjacent the distal
end 24.sub.L of lower yoke arm 22.sub.L.
The upper knuckle flange 32.sub.U includes a tapered bore 38.sub.U
formed therethrough. The tapered bore 38.sub.U is complementary to
the tapered portion 27a of the stud 27 such that the stud 27 of the
upper swivel joint assembly 26 may be received therein as is well
known in the art. The upper knuckle flange 32.sub.U of the steering
knuckle 30 is secured to the swivel joint assembly 26 as is known
in the art using a nut 27' or any other suitable fastener,
threadedly engaging the threaded portion 27b of the stud 27.
The lower knuckle flange 32.sub.L includes a generally cylindrical
threaded bore 38.sub.L formed therethrough such that the stud 29 of
the lower swivel joint assembly 28 may be received therein. The
lower knuckle flange 32.sub.L of the steering knuckle 30 is secured
to the swivel joint assembly 28 as is known in the art using a nut
29' or any other suitable fastener, threadedly engaging the
threaded portion 29b of the stud 29.
As illustrated in FIG. 2, the wheel end assembly 20 of the present
invention further comprises a live spindle 40 supported for
rotation about the knuckle centerline C by a bearing assembly 50
fixed to the steering knuckle 30 within the knuckle pilot bore 34
formed therethrough. In the four-wheel drive (or front-wheel drive)
mode, the axle shaft 18, rotatably supported within the axle tube
14a for rotation about the axle centerline B, is provided to
deliver torque to the spindle 40 as is described in more detail
below. The spindle 40 includes an outer surface 42 and a
wheel-mounting flange 44. A vehicle wheel with a pneumatic tire 6
(shown in FIG. 1) is drivingly mounted to the wheel-mounting flange
44 utilizing a plurality of wheel mounting studs 45 (only one of
which is shown in FIG. 2) which are spaced circumferentially around
the wheel-mounting flange 44 of the spindle 40 and extend
therethrough. A brake rotor 46 is also mounted to flange 44 by the
mounting studs 45 to rotate therewith.
The bearing assembly 50 includes a stationary outer bearing race
shell 52, a rotatable inner bearing race formed on the outer
surface 42 of the spindle 40, and two row of rolling elements 54,
wherein the rolling elements 54 are provided as ball bearings or
other suitable bearings well known in the art, such as tapered
roller bearings. An inner seal 56a and an outer seal 56b are
provided to inhibit the entry of dirt, water, or other contaminants
into the bearing assembly 50.
The outer bearing race shell 52 of the bearing assembly 50 further
includes a mounting flange 58 for securing thereof to the steering
knuckle 30 by means of conventional fasteners, such a set of bolts
60 (only one of which is shown in FIG. 2), which are spaced
circumferentially around the mounting flange 58, thereby rotatably
coupling the steering knuckle 30 to the spindle 40.
The live spindle 40 is driven by a stub shaft 62 extending through
a central bore 41 formed through the spindle 40 coaxially to the
knuckle centerline C. The stub shaft 62 is drivingly connected to
the axle shaft 18 by a universal joint well known in the art, such
as a conventional Cardan joint 64. It will be appreciated that any
other type of universal joint, such as constant velocity joint, is
within the scope of the present invention. Furthermore, the stub
shaft 62 is drivingly coupled to the spindle 40 through a suitable
splined connection 66 in a manner that is well known to those
skilled in the art. The spindle 40 is retained on the stub shaft 62
by a nut 68, which engages a threaded outboard end 63 of the stub
shaft 62.
As well known to those skilled in the art, in order for the live
spindle wheel end assembly 20 to operate properly (i.e., without
excessive load, friction and vibration), the knuckle centerline C
of the steering knuckle 30, coinciding with the axis of rotation of
the stub shaft 62, has to be aligned with the axle centerline B,
coinciding with the axis of rotation of the axle shaft 18.
In accordance with the preferred exemplary embodiment of the
present invention, the wheel end assembly 20 further includes a
knuckle centering adjuster interposed between the distal end
24.sub.U of upper yoke arm 22.sub.U of the tube yoke 22 and lower
knuckle flange 32.sub.L of the steering knuckle 30 for adjusting a
relative position of the steering knuckle 30 with respect to the
tube yoke 22 by selectively moving the steering knuckle 30 relative
to the tube yoke 22 along the steering axis A in order to align the
knuckle centerline C to the axle centerline B.
More particularly, the knuckle centering adjuster comprises an
adjusting sleeve 70 illustrated in details in FIGS. 7 and 8. The
adjusting sleeve 70 in accordance with the preferred embodiment of
the present invention has a generally cylindrical threaded outer
peripheral surface 72, and a substantially conical inner bore 74
complementary to the tapered portion 29a of the stud 29 of the
swivel joint 28. Rectangular grooves 76 are formed in an end
surface 77 of the adjusting sleeve 70 to facilitate installation
using a complementary adjusting wrench (not shown). As shown in
FIG. 2, the adjusting sleeve 70 is threaded into the threaded bore
38.sub.L of the lower knuckle flange 32.sub.L. The tapered portion
29a of the stud 29 is received in the complementary inner bore 74
of the adjusting sleeve 70. The nut 29' fixes the lower swivel
joint 28 in place.
It will be readily understood from the above description that by
rotating the adjusting sleeve 70 by the adjusting wrench relative
to the bore 38.sub.L of the lower knuckle flange 32.sub.L, the
steering knuckle 30 is caused to move relative to the tube yoke 22
along the steering axis A resulting in an alignment of the knuckle
centerline C to the axle centerline B.
In operation, during assembling of the wheel end of the front
steering axle assembly 10, the steering knuckle 30 is mounted to
the tube yoke 22 through the upper swivel joint 26 and the lower
swivel joint 28, and the nut 27' of the upper swivel joint 26 is
torqued to specification. Next, a measurement is taken of the
alignment relationship of the steering knuckle to the axle. In the
preferred exemplary embodiment of the present invention, any
appropriate centering device well known in the art, may be used
between the knuckle pilot bore 34 and the stepped bore 16 in the
axle tube 14a. The adjusting sleeve 70 is then rotated up or down
in the threaded bore 38.sub.L of the lower knuckle flange 32.sub.L,
thus moving the steering knuckle 30 relative to the tube yoke 22
along the steering axis A, align until the knuckle centerline C
aligns to the axle centerline B.
As is shown in FIG. 2 and described hereinabove, the knuckle
centering adjuster is interposed between the distal end 24.sub.U of
upper yoke arm 22.sub.U of the tube yoke 22 and lower knuckle
flange 32.sub.L of the steering knuckle 30. While as shown, the
adjusting sleeve 70 of the present invention is mounted into the
lower knuckle flange 32.sub.L of the steering knuckle 30 as is
thought preferable, those skilled in the art will recognize that
the present invention 70 may likewise be incorporated into the
upper knuckle flange 32.sub.U. Also, it is contemplated herein that
the adjusting sleeve 70 could be incorporated into both the upper
and lower knuckle flanges 32.sub.U and 32.sub.L to allow a greater
degree of adjustment to be attained.
Therefore, the wheel end assembly with the steering knuckle
centering adjuster in accordance with the present invention
represents a novel arrangement of the wheel end assembly that
provides less vibration, and improves endurance of spindle bearings
and universal joints over the current design.
The foregoing description of the preferred embodiments of the
present invention has been presented for the purpose of
illustration in accordance with the provisions of the Patent
Statutes. It is not intended to be exhaustive or to limit the
invention to the precise forms disclosed. The embodiments disclosed
hereinabove were chosen in order to best illustrate the principles
of the present invention and its practical application to thereby
enable those of ordinary skill in the art to best utilize the
invention in various embodiments and with various modifications as
are suited to the particular use contemplated, as long as the
principles described herein are followed. This application is
therefore intended to cover any variations, uses, or adaptations of
the invention using its general principles. Further, this
application is intended to cover such departures from the present
disclosure as come within known or customary practice in the art to
which this invention pertains. Thus, changes can be made in the
above-described invention without departing from the intent and
scope thereof. It is also intended that the scope of the present
invention be defined by the claims appended thereto.
* * * * *